U.S. patent number 6,889,791 [Application Number 10/343,057] was granted by the patent office on 2005-05-10 for normal travel securing device for automobile equipped with accelerator mal-operation preventer.
Invention is credited to Masaei Watanabe.
United States Patent |
6,889,791 |
Watanabe |
May 10, 2005 |
Normal travel securing device for automobile equipped with
accelerator mal-operation preventer
Abstract
Although an accelerator interlocking member (26) and an
acceleration function follow-up member (28) magnetically coupled
with each other when an automobile stops or travels at a car speed
less than a predetermined speed are released from the magnetic
coupling when an accelerator erroneous operation is made, a normal
operation security apparatus (100) serves to lock the accelerator
interlocking member and the acceleration function follow-up member
so that they are mechanically coupled whereby the accelerator
interlocking member and the acceleration function follow-up member
are integrally coupled with each other to prevent the release of
the magnetic coupling of them on a normal operation so as to be
enable to positively perform the overtaking operation and the
ascent hill travel.
Inventors: |
Watanabe; Masaei (Tokyo,
JP) |
Family
ID: |
18731414 |
Appl.
No.: |
10/343,057 |
Filed: |
January 27, 2003 |
PCT
Filed: |
August 07, 2001 |
PCT No.: |
PCT/JP01/06770 |
371(c)(1),(2),(4) Date: |
January 27, 2003 |
PCT
Pub. No.: |
WO02/12693 |
PCT
Pub. Date: |
February 14, 2002 |
Foreign Application Priority Data
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Aug 8, 2000 [JP] |
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2000-239973 |
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Current U.S.
Class: |
180/271; 74/512;
74/560 |
Current CPC
Class: |
F02D
11/02 (20130101); B60K 28/02 (20130101); B60K
26/04 (20130101); Y10T 74/20528 (20150115); Y10T
74/20888 (20150115) |
Current International
Class: |
B60K
26/04 (20060101); B60K 28/00 (20060101); B60K
28/02 (20060101); B60K 26/00 (20060101); F02D
11/02 (20060101); F02D 11/00 (20060101); B60K
028/10 (); G05G 001/14 () |
Field of
Search: |
;180/271,501.5R,512,560
;403/DIG.1 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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4-159433 |
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Jun 1992 |
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JP |
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6-156111 |
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Jun 1994 |
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JP |
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11-278092 |
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Oct 1999 |
|
JP |
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2000-264097 |
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Sep 2000 |
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JP |
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Primary Examiner: Dickson; Paul N.
Assistant Examiner: Rosenberg; Laura B.
Attorney, Agent or Firm: Pearne & Gordon LLP
Claims
What is claimed is:
1. A normal travel security apparatus for an automobile equipped
with an accelerator erroneous operation prevention apparatus
comprising magnetic coupling means to magnetically couple with each
other in a normal state an accelerator interlocking member
interlocking with an accelerator pedal of said automobile and an
acceleration function follow-up member associated with speed
adjustment means for adjusting the speed of said automobile,
coupling release means to release the magnetic coupling of said
accelerator interlocking member and said acceleration function
follow-up member when said accelerator pedal is erroneously pushed
down in place of a brake pedal and lock means to lock said coupling
release means so that said coupling release means does not
mechanically couple said accelerator interlocking member and said
acceleration function follow-up member, said normal travel security
apparatus comprising lock activation means to maintain said lock
means locked when said automobile travels at a speed equal to or
more than a predetermined speed based on a normal operation of said
automobile.
2. A normal travel security apparatus for an automobile equipped
with an accelerator erroneous operation prevention apparatus
according to claim 1, wherein said lock means comprises an actuator
provided between said accelerator interlocking member and said
acceleration function follow-up member to be operated while
electrically controlled so that said accelerator interlocking
member and said acceleration function follow-up member are
mechanically coupled or the coupling of them is released and
wherein said lock release means comprises a coupling signal
generation circuit to generate a coupling signal to drive said
actuator so that said accelerator interlocking member and said
acceleration function follow-up member are mechanically
coupled.
3. A normal travel security apparatus for an automobile equipped
with an accelerator erroneous operation prevention apparatus
comprising magnetic coupling means to magnetically couple with each
other in a normal state an accelerator interlocking member
interlocking with an accelerator pedal of said automobile and an
acceleration function follow-up member associated with speed
adjustment means for adjusting the steed of said automobile,
coupling release means to release the magnetic coupling of said
accelerator interlocking member and said acceleration function
follow-up member when said accelerator pedal is erroneously pushed
down in place of a brake pedal and lock means to lock said coupling
release means so that said coupling release means does not
mechanically couple said accelerator interlocking member and said
acceleration function follow-up member, said normal travel security
apparatus comprising car speed detection means to detect a car
speed of said automobile and lock activation means to maintain said
lock means locked when it is determined that the car speed detected
by said car speed detection means is of a value equal to or more
than a predetermined speed and that the car speed equal to or more
than said predetermined speed is based on a normal operation of
said automobile.
4. A normal travel security apparatus for an automobile equipped
with an accelerator erroneous operation prevention apparatus
according to claim 3, wherein said lock means comprises an actuator
provided between said accelerator interlocking member and said
acceleration function follow-up member to be operated while
electrically controlled so that said accelerator interlocking
member and said acceleration function follow-up member are
mechanically coupled or the coupling of them is released and
wherein said lock release means comprises a coupling signal
generation circuit to generate a coupling signal to drive said
actuator so that said accelerator interlocking member and said
acceleration function follow-up member are mechanically
coupled.
5. A normal travel security apparatus for an automobile equipped
with an accelerator erroneous operation prevention apparatus
according to claim 4, wherein said magnetic coupling means, said
coupling release means and said lock means are disposed within a
casing to be attached to a car body, said acceleration function
follow-up member and said accelerator interlocking member of said
magnetic coupling means are pivotally supported on and within said
casing and said accelerator interlocking member is connected by a
connecting member extending through an extension hole in said
casing to an accelerator arm to which said accelerator pedal is
attached.
6. A normal travel security apparatus for an automobile equipped
with an accelerator erroneous operation prevention apparatus
comprising magnetic coupling means to magnetically couple with each
other in a normal state an accelerator interlocking member
interlocking with an accelerator pedal of said automobile and an
acceleration function follow-up member associated with speed
adjustment means for adjusting the speed of said automobile,
coupling release means to release the magnetic coupling of said
accelerator interlocking member and said acceleration function
follow-up member when said accelerator pedal is erroneously pushed
down in place of a brake pedal and lock means to lock the coupling
release means so that said coupling release means does not
mechanically couple said accelerator interlocking member and said
acceleration function follow-up member, said normal travel security
apparatus comprising car speed detection means to detect a car
speed of said automobile and lock activation means to maintain said
lock means locked with a predetermined time lag after said car
speed detection means detects a car speed equal to or more than a
predetermined speed.
7. A normal travel security apparatus for an automobile equipped
with an accelerator erroneous operation prevention apparatus
according to claim 6, wherein said lock means comprises an actuator
provided between said accelerator interlocking member and said
acceleration function follow-up member to be operated while
electrically controlled so that said accelerator interlocking
member and said acceleration function follow-up member are
mechanically coupled or the coupling of them is released and
wherein said lock release means comprises a coupling signal
generation circuit to generate a coupling signal to drive said
actuator so that said accelerator interlocking member and said
acceleration function follow-up member are mechanically coupled,
said coupling signal generation circuit serving to generate said
coupling signal with said predetermined time lag after receiving a
car speed detection signal corresponding to said car speed equal to
or more than said predetermined speed from said car speed detection
means.
8. A normal travel security apparatus for an automobile equipped
with an accelerator erroneous operation prevention apparatus
comprising magnetic coupling means to magnetically couple with each
other in a normal state an accelerator interlocking member
interlocking with an accelerator pedal of said automobile and an
acceleration function follow-up member associated with speed
adjustment means for adjusting the speed of said automobile,
coupling release means to release the magnetic coupling of said
accelerator interlocking member and said acceleration function
follow-up member when said accelerator pedal is erroneously pushed
down in place of a brake pedal and lock means to lock said coupling
release means so that said coupling release means does not
mechanically couple said accelerator interlocking member and said
acceleration function follow-up member, said normal travel security
apparatus comprising car speed detection means to detect a car
speed of said automobile, travel time detection means to detect a
travel time after said automobile starts to be accelerated from a
state where said car speed is lower than a predetermined speed and
lock activation means to maintain said lock means locked when said
car speed detection means detects a car speed equal to or more than
said predetermined speed and said travel time detection means
detects a predetermined travel time.
9. A normal travel security apparatus for an automobile equipped
with an accelerator erroneous operation prevention apparatus
according to claim 8, wherein said lock means comprises an actuator
provided between said accelerator interlocking member and said
acceleration function follow-up member to be operated while
electrically controlled so that said accelerator interlocking
member and said acceleration function follow-up member are
mechanically coupled or the coupling of them is released and
wherein said lock release means comprises a coupling signal
generation circuit to generate a coupling signal to drive said
actuator so that said accelerator interlocking member and said
acceleration function follow-up member are mechanically coupled,
said coupling signal generation circuit serving to generate said
coupling signal when receiving a car speed detection signal
corresponding to said car speed equal to or more than said
predetermined speed from said car speed detection means and a
travel time detection signal detecting a predetermined travel time
from said travel time detection means.
10. A normal travel security apparatus for an automobile equipped
with an accelerator erroneous operation prevention apparatus
according to claim 8, wherein said lock means comprises an actuator
provided between said accelerator interlocking member and said
acceleration function follow-up member to be operated while
electrically controlled so that said accelerator interlocking
member and said acceleration function follow-up member are
mechanically coupled or the coupling of them is released and
wherein said lock release means comprises a coupling signal
generation circuit to generate a coupling signal to drive said
actuator so that said accelerator interlocking member and said
acceleration function follow-up member are mechanically coupled,
said coupling signal generation circuit serving to generate said
coupling signal when said automobile travels for said predetermined
distance after receiving a car speed detection signal corresponding
to said car speed equal to or more than said predetermined speed
from said car speed detection means.
11. A normal travel security apparatus for an automobile equipped
with an accelerator erroneous operation prevention apparatus
comprising magnetic coupling means to magnetically couple with each
other in a normal state an accelerator interlocking member
interlocking with an accelerator pedal of said automobile and an
acceleration function follow-up member associated with speed
adjustment means for adjusting the speed of said automobile,
coupling release means to release the magnetic coupling of said
accelerator interlocking member and said acceleration function
follow-up member when said accelerator pedal is erroneously pushed
down in place of a brake pedal and lock means to lock the coupling
release means so that said coupling release means does not
mechanically couple said accelerator interlocking member and said
acceleration function follow-up member, said normal travel security
apparatus comprising car speed detection means to detect a car
speed of said automobile and lock activation means to maintain said
lock means locked when the travel of said automobile for a distance
equal to or more than a predetermined distance is detected after
said car speed detection means detects a car speed equal to or more
than a predetermined speed.
12. A normal travel security apparatus for an automobile equipped
with an accelerator erroneous operation prevention apparatus
according to anyone of claims 1 through 10, wherein said magnetic
coupling means, said coupling release means and said lock means are
disposed within a casing to be attached to a car body, said
acceleration function follow-up member and said accelerator
interlocking member of said magnetic coupling means are pivotally
supported on and within said casing and said accelerator
interlocking member is connected by a connecting member extending
through an extension hole in said casing to an accelerator arm to
which said accelerator pedal is attached.
13. A normal travel security apparatus for an automobile equipped
with an accelerator erroneous operation prevention apparatus
according to claim 12, wherein there are provided in said casing an
acceleration function side buffer member against which said
acceleration function follow-up member abuts in a non-acceleration
state of said acceleration function follow-up member and an
accelerator side buffer member against which said accelerator
interlocking member abuts at the position beyond the maximum
acceleration position of said accelerator interlocking member.
Description
TECHNICAL FIELD
This invention relates to an automobile equipped with an apparatus
for preventing an accelerator of a vehicle such as a gasoline
engine automobile or an electric vehicle on which an automatic
transmission is mounted from being erroneously operated by stopping
an acceleration operation when the accelerator pedal is erroneously
pushed down in order to prevent the vehicle from being accelerated
even though the accelerator pedal is pushed down in spite of the
vehicle being intended to be braked and more particularly to a
normal travel security apparatus for an automobile adapted to allow
the automobile to travel in a normal state without operating the
accelerator erroneous operation prevention apparatus although the
accelerator pedal is pushed down with a pedaling stroke more than a
normal pedaling stroke for the purpose of overtaking or hill
climbing when this kind of car is running in an normal state.
BACKGROUND OF THE INVENTION
There have been various apparatuses for preventing an automobile
from being accelerated although an accelerator pedal is
accidentally pushed down in spite of the driver's intention to
apply a brake in order to brake the automobile in the operation of
the automobile and the present applicant has proposed a practical
apparatus adapted to prevent the acceleration of the automobile
when the accelerator pedal is accidentally pushed down (see
WO95/31349 and U.S. Pat. No. 5,797,467, for example).
This apparatus comprises an accelerator interlocking member
interlocking with an accelerator pedal, an acceleration function
follow-up member associated with speed adjustment means such as a
throttle valve of a gasoline automobile or a speed variable signal
generator of an electric car and magnetic coupling means to
magnetically couple the accelerator interlocking member and the
acceleration function follow-up member with each other in a normal
state and coupling release means to release the magnetic coupling
of the accelerator interlocking member and the acceleration
function follow-up member when the accelerator pedal is erroneously
pushed down in place of a brake pedal.
This apparatus is so constructed that the acceleration function is
never damaged when the accelerator pedal is pushed down for the
purpose of the normal acceleration, but the acceleration of the car
is prevented by releasing the magnetic coupling of the accelerator
interlocking member and the acceleration function follow-up member
when the accelerator pedal is erroneously pushed down with an
abnormal pedaling force while mistaken for the brake pedal.
The release of this magnetic coupling is performed by a shock
power, which occurs when the accelerator pedal is pushed down by
the abnormal pedaling force or by an engagement of the acceleration
function follow-up member against a second stop member caused by
the displacement of the accelerator pedal beyond the displacement
quantity required for the normal acceleration function by deforming
a first stop member with the abnormal pedaling force of the
accelerator pedal.
Especially, since the erroneous operation of the accelerator is
detected by deforming the first stop member due to the engagement
of the accelerator pedal or its interlocking member against the
first stop member when the accelerator pedal is pushed down with
the large pedaling force beyond the pedaling stroke required when
the normal travel of the car is performed, the apparatus proposed
by the applicant is more practical than the other prior accelerator
erroneous operation prevention apparatuses in which the erroneous
operation of the accelerator is prevented by detecting only the
pedaling stroke of the accelerator pedal.
Also, since this apparatus proposed by the applicant magnetically
couples the accelerator interlocking member with the acceleration
function follow-up member, as the driver removes its foot far away
from the accelerator pedal when the driver notices the erroneous
operation of the accelerator pedal, the accelerator interlocking
member and the acceleration function follow-up member are again
magnetically coupled by springs urged thereto so that the original
condition is restored. Thus, a special restoration operation of the
apparatus for getting the original condition is not required and
therefore high convenience can be gotten in the actual use.
This apparatus comprises lock means to mechanically couple the
accelerator interlocking member and the acceleration function
follow-up member with each other so as to prevent the function of
the coupling release means. Since the driver manually operates this
lock means by means of a change-over switch or the like with the
driver's intention, it will be used based on the driver's belief
that the erroneous operation of the accelerator never happens.
Since the erroneous operation of the accelerator happens due to the
error of the driver when the car is stopping or starts and
therefore the driver operates the accelerator pedal with its
consciousness after the car enters the normal travel, the erroneous
operation of the accelerator never happens thereafter. Thus, when
the car enters the normal travel, the accelerator erroneous
operation prevention apparatus is not required to work and the
accelerator pedal is sometimes pushed down quickly with a large
force in the case where the overtaking operation is performed
during a high-speed travel on a highway or during an uphill travel.
In these cases, the manual operation of the lock means is
troublesome and the travel of the car while overlooking the lock
operation should be avoided.
The object of the invention is to provide a normal travel security
apparatus for an automobile equipped with an accelerator erroneous
operation prevention apparatus adapted to never perform an
accelerator erroneous operation prevention function while the
automobile is traveling in a normal state without any occurrence of
the accelerator erroneous operation.
DISCLOSURE OF THE INVENTION
The first feature of the invention is to provide a normal travel
security apparatus for an automobile equipped with an accelerator
erroneous operation prevention apparatus comprising magnetic
coupling means to magnetically couple with each other in a normal
state an accelerator interlocking member interlocking with an
accelerator pedal of the automobile and an acceleration function
follow-up member associated with speed adjustment means such as a
throttle valve of a gasoline automobile or a speed variable signal
generator of an electric car, coupling release means to release the
magnetic coupling of the accelerator interlocking member and the
acceleration function follow-up member when the accelerator pedal
is erroneously pushed down in place of a brake pedal and lock means
to lock the coupling release means so that the coupling release
means never works by mechanically coupling the accelerator
interlocking member and the acceleration function follow-up member,
the normal travel security apparatus characterized by comprising
lock activation means to keep a lock state of the lock means when
the automobile travels at a speed equal to or higher than a
predetermined speed based on a normal operation of the
automobile.
The second feature of the invention is to provide a normal travel
security apparatus for an automobile equipped with an accelerator
erroneous operation prevention apparatus comprising magnetic
coupling means to magnetically couple with each other in a normal
state an accelerator interlocking member interlocking with an
accelerator pedal of the automobile and an acceleration function
follow-up member associated with speed adjustment means such as a
throttle valve of a gasoline automobile or a speed variable signal
generator of an electric car, coupling release means to release the
magnetic coupling of the accelerator interlocking member and the
acceleration function follow-up member when the accelerator pedal
is erroneously pushed down in place of a brake pedal and lock means
to lock the coupling release means so that the coupling release
means never works by mechanically coupling the accelerator
interlocking member and the acceleration function follow-up member,
the normal travel security apparatus characterized by comprising
car speed detection means to detect a car speed of the automobile
and lock activation means to keep a lock state of the lock means
when it is judged that the car speed detected by the car speed
detection means is of a value equal to or higher than a
predetermined speed and that the car speed equal to or higher than
the predetermined speed is based on a normal operation of the
automobile.
The third feature of the invention is to provide a normal travel
security apparatus for an automobile equipped with an accelerator
erroneous operation prevention apparatus according to either of the
first and second features and wherein the lock means comprises an
actuator provided between the accelerator interlocking member and
the acceleration function follow-up member and operated while
electrically controlled so that the accelerator interlocking member
and the acceleration function follow-up member are mechanically
coupled or the coupling of them is released and wherein the lock
release means comprises a coupling signal generation circuit to
generate a coupling signal to drive the actuator so that the
accelerator interlocking member and the acceleration function
follow-up member are mechanically coupled.
The fourth feature of the invention is to provide a normal travel
security apparatus for an automobile equipped with an accelerator
erroneous operation prevention apparatus comprising magnetic
coupling means to magnetically couple with each other in a normal
state an accelerator interlocking member interlocking with an
accelerator pedal of the automobile and an acceleration function
follow-up member associated with speed adjustment means such as a
throttle valve of a gasoline automobile or a speed variable signal
generator of an electric car, coupling release means to release the
magnetic coupling of the accelerator interlocking member and the
acceleration function follow-up member when the accelerator pedal
is erroneously pushed down in place of a brake pedal and lock means
to lock the coupling release means so that the coupling release
means never works by mechanically coupling the accelerator
interlocking member and the acceleration function follow-up member,
the normal travel security apparatus characterized by comprising
car speed detection means to detect a car speed of the automobile
and lock activation means to keep a lock state of the lock means
with a predetermined time lag after the car speed detection means
detects the car speed equal to or higher than a predetermined
speed.
The fifth feature of the invention is to provide a normal travel
security apparatus for an automobile equipped with an accelerator
erroneous operation prevention apparatus comprising magnetic
coupling means to magnetically couple with each other in a normal
state an accelerator interlocking member interlocking with an
accelerator pedal of the automobile and an acceleration function
follow-up member associated with speed adjustment means such as a
throttle valve of a gasoline automobile or a speed variable signal
generator of an electric car, coupling release means to release the
magnetic coupling of the accelerator interlocking member and the
acceleration function follow-up member when the accelerator pedal
is erroneously pushed down in place of a brake pedal and lock means
to lock the coupling release means so that the coupling release
means never works by mechanically coupling the accelerator
interlocking member and the acceleration function follow-up member,
the normal travel security apparatus characterized by comprising
car speed detection means to detect a car speed of the automobile,
travel time detection means to detect a travel time after the
automobile starts to be accelerated from a state of the car speed
lower than the predetermined speed and lock activation means to
keep a lock state of the lock means when the car speed detection
means detects the car speed equal to or higher than the
predetermined speed and the travel time detection means detects the
predetermined travel time.
The sixth feature of the invention is to provide a normal travel
security apparatus for an automobile equipped with an accelerator
erroneous operation prevention apparatus according to either of the
fourth and fifth features and wherein the lock means comprises an
actuator provided between the accelerator interlocking member and
the acceleration function follow-up member and operated while
electrically controlled so that the accelerator interlocking member
and the acceleration function follow-up member are mechanically
coupled or the coupling of them is released and wherein the lock
release means comprises a coupling signal generation circuit to
generate a coupling signal to drive the actuator so that the
accelerator interlocking member and the acceleration function
follow-up member are mechanically coupled, the coupling signal
generation circuit serving to generate the coupling signal when the
coupling signal generation circuit receives a car speed detection
signal corresponding to the car speed equal to or higher than the
predetermined value from the car speed detection means and a travel
time detection signal for detecting the predetermined travel time
after the acceleration from the travel time detection means or with
a predetermined time lag after the coupling signal generation
circuit receives the car speed corresponding to the car speed equal
to or higher than the predetermined car speed.
In this manner, as the lock means to be operated so that the
accelerator interlocking member and the acceleration function
follow-up member are mechanically coupled when the car speed equal
to or higher than the predetermined value on the normal operation
of the car is detected is kept in the lock state, the accelerator
erroneous operation prevention apparatus can be prevented from
working in the normal travel state of the car without any
troublesome operation of the driver's manually switching. Thus,
especially, even though the accelerator is pushed down quickly with
a large force, which happens when the overtaking travel or uphill
travel is performed, the accelerator erroneous operation prevention
apparatus never works and therefore the overtaking travel can be
rapidly effected.
As the lock means is kept in the lock state not only when the car
speed equal to or higher than the predetermined value is detected,
but also when the predetermined time lag after the car speed
reaches the predetermined value or when the predetermined travel
time elapses after the acceleration starts from the state where the
car travels at the speed lower than the predetermined car speed,
the car speed equal to or higher than the predetermined value can
be distinguished from the short time acceleration based on the
accelerator erroneous operation and therefore there arises no
trouble for the function of the accelerator erroneous operation
prevention.
The seventh feature of the invention is to provide a normal travel
security apparatus for an automobile equipped with an accelerator
erroneous operation prevention apparatus according to either of the
first through sixth features and wherein the magnetic coupling
means, the coupling release means and the lock means are disposed
within a casing to be attached to a car body, the acceleration
function follow-up member and the accelerator interlocking member
of the magnetic coupling means are pivotally supported on and
within the casing and the accelerator interlocking member is
connected by a connecting member extending through an extension
hole in the casing to an accelerator arm to which an accelerator
pedal is attached.
In this manner, as the magnetic coupling means, the coupling
release means and the lock means are disposed within the casing to
be attached to the car body, the operation for attaching the
accelerator interlocking member of the magnetic coupling means to
the accelerator arm is preferably not required because the
accelerator erroneous operation prevention apparatus can be
removably attached separately from the car body. Since the
acceleration function follow-up member and the accelerator
interlocking member of the magnetic coupling means are pivotally
supported within the casing, there is prevented the coupling sound
of both of the members tending to occur when these members are
coupled and uncoupled by the linear movement of them and the
bonding of the members and the release of the bonding can be
smoothly and precisely performed.
Especially, as there are provided an acceleration function side
buffer member against which the acceleration function follow-up
member abuts in a non-acceleration state of the acceleration
function follow-up member and an accelerator side buffer member
against which the accelerator interlocking member abuts at the
position beyond the maximum acceleration position of the
accelerator interlocking member, there can be prevented the
occurrence of the abutting sound when the members abut against each
other on the maximum acceleration and on the stop of the
acceleration function as well as the coupling sound when the
members are coupled with each other. Thus, the occurrence of the
sounds by the operation of the accelerator pedal of the automobile
including the erroneous operation prevention can be effectively
prevented.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic diagram of an accelerator erroneous operation
prevention apparatus equipped with a normal travel security
apparatus constructed in accordance with the invention;
FIG. 2 is a side elevational view of the accelerator erroneous
operation prevention apparatus to which the apparatus of the
invention is applied with a portion of the latter apparatus shown
in cross section;
FIG. 3 is a front view of the apparatus of FIG. 1;
FIG. 4 is a side elevational view of the apparatus of FIG. 1 with a
portion thereof shown in cross section in a manner similar to FIG.
1, but shown to be at the maximum pedaling position of the normal
operation of the accelerator in the apparatus of FIG. 1;
FIG. 5 is a side elevational view of the apparatus of FIG. 1 with a
portion thereof shown in cross section in a manner similar to FIG.
1, but shown to be in the state where the magnetic coupling means
is released beyond the maximum pedaling position of the normal
operation of the accelerator in the apparatus of FIG. 1;
FIG. 6 is a side elevational view of the apparatus of FIG. 1 with a
portion thereof shown in cross section in a manner similar to FIG.
1, but shown to be in the state where the accelerator interlocking
member is moved in association with the accelerator pedal while the
acceleration function follow-up member remains generally at the
original position because the accelerator pedal of the accelerator
system equipped with the apparatus of FIG. 1 is quickly pushed down
erroneously in place of the brake pedal;
FIG. 7 is an enlarged cross sectional view of an extension hole in
a cable holder of FIG. 4 through which a throttle cable
extends;
FIG. 8 is a perspective view of a modification of a first stop
member used for the accelerator erroneous operation prevention
apparatus;
FIG. 9 is an enlarged front view of lock means used for the
accelerator erroneous operation prevention apparatus of FIGS. 2
through 6;
FIG. 10 is a top view of the lock means of FIG. 9 with a portion
thereof in horizontal section;
FIG. 11 is a side elevational view of a lock arm taken along a line
11--11 of FIG. 10;
FIG. 12 is a schematic diagram of the normal travel security
apparatus constructed in accordance with one mode of embodiment of
the invention;
FIG. 13 is a diagram showing the relationship between a car speed V
and a travel time T for illustrating the operation of the apparatus
of FIG. 12;
FIG. 14 is a schematic diagram of the normal travel security
apparatus constructed in accordance with another preferred mode of
embodiment of the invention;
FIG. 15 shows the relationship between a car speed V and a travel
time T for illustrating the operation of the apparatus of FIG. 14
wherein FIG. 15(A) is a diagram showing the state where the
automobile is accelerated from the stop state while FIG. 15(B) is a
diagram showing the state where the automobile is accelerated from
the low speed travel state;
FIG. 16 is identical to FIG. 15, but is a diagram illustrating the
state where the normal travel security apparatus of the invention
is operated in the case where the automobile travels while changing
the car speed;
FIG. 17 is a schematic diagram of the normal travel security
apparatus constructed in accordance with further preferred mode of
embodiment of the invention;
FIG. 18 shows the relationship between a car speed V and a travel
time T for illustrating the operation of the apparatus of FIG. 17
wherein FIG. 18(A) is a diagram showing the state where the
automobile is accelerated from the stop state while FIG. 18(B) is a
diagram showing the state where the automobile is accelerated from
the low speed travel state;
FIG. 19 is a schematic diagram of the normal travel security
apparatus constructed in accordance with further preferred mode of
embodiment of the invention;
FIG. 20 is a schematic diagram of the normal travel security
apparatus constructed in accordance with a modification of the mode
of the embodiment of FIG. 19;
FIG. 21 is a diagram showing the relationship between a car speed V
and a travel distance D for illustrating the operation of the
apparatuses of FIGS. 19 and 20;
FIG. 22 is a schematic diagram of a further preferred mode of
embodiment of the accelerator erroneous operation prevention
apparatus to which the apparatus of the invention is applied with a
portion thereof in cross section, but showing the state where the
accelerator pedal is pushed down erroneously in place of the brake
pedal;
FIG. 23 is a schematic diagram identical to FIG. 22, but showing
the state where the lock means is operated whereby the accelerator
erroneous operation prevention apparatus does not work; and
FIG. 24 is a front view of an internal construction of the
apparatus shown in FIG. 23.
BEST MODE OF CARRYING OUT THE INVENTION
Describing modes of embodiment of the invention in details, a
schematic system of a normal travel security apparatus of an
automobile equipped with an accelerator erroneous operation
prevention apparatus according to the invention is shown in FIG. 1.
The accelerator erroneous operation prevention apparatus 10
comprises an accelerator interlocking member 26 interlocking with
an accelerator pedal 14 of the automobile and an acceleration
function follow-up member 28 associated with speed adjustment means
12 such as a throttle valve of a gasoline automobile or a speed
variable signal generator of an electric car. The accelerator
erroneous operation prevention apparatus 10 is equipped with
magnetic coupling means 30 to magnetically couple these members 26
and 28 with each other in a normal state and coupling release means
46 to release the magnetic coupling of the accelerator interlocking
member 26 and the acceleration function follow-up member 28 when
the accelerator pedal 14 is erroneously pushed down in place of a
brake pedal.
The accelerator erroneous operation prevention apparatus 10 further
comprises lock means to lock the function of the coupling release
means 46 by mechanically coupling the accelerator interlocking
member 26 and the acceleration function follow-up member 28. This
lock means 62 may be of any form (construction) and located at any
position so long as the accelerator interlocking member 26 and the
acceleration function follow-up member 28 are substantially
connected with each other so as to get a state of mechanical
disability of the accelerator erroneous operation prevention
apparatus 10.
A mode of concrete embodiment of the accelerator erroneous
operation prevention apparatus 10 applied to the gasoline
automobile is shown in FIGS. 2 through 6. The accelerator erroneous
operation prevention apparatus 10 is identical to those disclosed
in WO95/31349 and U.S. Pat. No. 5,797,467 and an outline thereof
will be described just below.
The accelerator interlocking member 26 may comprise an attraction
plate 32 of magnetic material such as iron or the like attached by
welding or the like to a free end 16a of an upper half portion 16A
of an accelerator arm in the form of lever on the back face thereof
(a left-hand face of FIG. 1) so as to extend while crossing the
accelerator arm 16. An accelerator pedal 14 is attached to the
accelerator arm 16. Thus, in this form, the upper half portion 16A
becomes a part of the accelerator interlocking member 16. In FIGS.
2 and 3, a reference numeral 23 designates a return spring provided
between a base body 22 and the accelerator arm 16 while wound on a
support shaft 24 to work so as to return the accelerator arm 16 in
a direction opposite to an acceleration direction.
The acceleration function follow-up member 28 (a throttle
interlocking member in the gasoline car) is connected to a leading
end of a cable body 18B within an outer case 18A o and f a throttle
cable 18, which serves to open and close a not shown throttle valve
and comprises a cable holder 34 of channel steel having a length
corresponding to the length of the upper half portion 16A of the
accelerator arm 16 and at its lower horizontal extension portion 35
pivotally supported by the support shaft 24 together with the
accelerator arm 16, a magnet mounting plate 36 disposed between and
secured to a pair of raising walls 34a and 34b of the cable holder
34 by means of welding or the like so as to be faced to the
attraction plate 32 and two permanent magnets 38 secured to the
magnet mounting plate 36. The permanent magnets 38 have a magnetic
cover 40 of iron adapted to cover the faces of the permanent
magnets 38 excluding the face corresponding to the attraction plate
32. The two permanent magnets 38 may be disposed symmetrically on
both sides of the accelerator arm 16 relative thereto,
respectively.
As shown in FIG. 2, the cable body 18B of the throttle cable 18
extends through an extension hole 20a in the wall 20A of the car
body 20 and an extension hole 34c in the cable holder 34. A
spherical body holder 44 is securely connected to the front end
(the right-hand end of FIG. 2) of the cable body 18B and engaged
with the cable holder 34 so that the cable body 18B is not drawn
out of the cable holder 34. As shown in FIG. 7, the extension hole
34c is so tapered that the inner diameter of the extension hole 34c
gets gradually larger toward the inside of the car body (in the
leftward direction as viewed in FIG. 2) so that the front end of
the cable body 18B is never bent when the magnetic coupling means
30 is pivotally moved about the support shaft 24.
The attraction plate 32 of the accelerator interlocking member 26
of the magnetic coupling means 30 is normally magnetically
attracted by the permanent magnets 38 of the throttle interlocking
member 28 as shown in FIG. 2 to integrally couple the accelerator
interlocking member 26 with the acceleration function follow-up
member 28. Thus, as the accelerator pedal 14 is pushed down or
pedaled, the accelerator interlocking member 26 and the
acceleration function follow-up member 28 of the magnetic coupling
means 30 are pivotally moved through the accelerator arm 16 about
the support shaft 24 in a clockwise direction as viewed in FIG. 4.
Therefore, the cable body 18B of the throttle cable 18 connected to
the acceleration function follow-up member 28 is pulled so that the
throttle valve is opened in accordance with the pedaling degree of
the accelerator pedal 14 to thereby accelerate the engine.
The magnetic coupling means 30 is so magnetically set that the
accelerator interlocking member 26 is released from the
acceleration function follow-up member 28 as soon as a pedaling
force equal to or more than a pedaling force applied to a brake
pedal is quickly applied to the accelerator pedal 14. This causes
the accelerator arm 16 and the accelerator interlocking member 26
to be pivotally moved while the acceleration function follow-up
member (the throttle interlocking member) 28 is left at the
original position adjacent to the wall 20A of the car body 20 (the
position corresponding to the position of the acceleration function
follow-up member (the throttle interlocking member) 28 when the
accelerator pedal 14 is not pushed down) as shown in FIG. 6 in
accordance with an urging force applied to the throttle cable 18 in
a leftward direction as viewed in FIG. 2, a mass of the whole
throttle interlocking member (the throttle interlocking member) 28,
a leverage of the accelerator arm 16 and a set magnetic force of
the permanent magnets 38 before the accelerator interlocking member
26 and the acceleration function follow-up member 28 coupled with
each other by magnetic attraction of the permanent magnets 38 are
moved together with each other by the accelerator arm 16.
The coupling release means 46 serves to stop the movement of the
acceleration function follow-up member 28 at the accelerator
pedaling position where the accelerator interlocking member 26
exceeds the furthermost pedaling position of the normal
accelerating operation so that only the accelerator interlocking
member 26 further moves to release the accelerator interlocking
member 26 from being magnetically coupled with the acceleration
function follow-up member 28.
Firstly, this coupling release means 46 can be accomplished by the
leverage function of the accelerator arm 16 as aforementioned. This
leverage function moves the attraction plate 32 so that the latter
removes out of the permanent magnets 38 sequentially from the upper
side portion of the permanent magnets 38. Thus, when the
accelerator arm 16 is abruptly pivotally moved due to the erroneous
operation of the accelerator pedal, but not slowly moved by means
of the normal operation of the accelerator, the accelerator arm 16
having the attraction plate 32 held can easily move while the
permanent magnets 38 is left at the original position whereby the
magnetic coupling of the accelerator interlocking member 26 and the
acceleration follow-up member (the throttle interlocking member) 28
is released.
Secondly, this coupling release means 46 may comprise a first stop
member 48 to stop further pushing down of the accelerator pedal in
the normal accelerating operation so as to set the furthermost
pedaling stroke and a second stop member 50 to be engaged against
an engaging member 42 of the acceleration follow-up member 28 so
that the acceleration follow-up member 28 is released from being
magnetically coupled with the accelerator interlocking member 26
without any further movement of the acceleration follow-up member
28 in the acceleration direction while the first stop member 48 is
deformed when the accelerator pedal 14 is pushed down beyond the
furthermost pedaling stroke of the normal acceleration
operation.
In the illustrated mode of embodiment, as shown in FIGS. 2 and 3,
the first stop member 48 may comprise a stationary extension piece
52 downwardly extending from the base 22 so as to face the
accelerator arm 16 and a stop body 54 secured to the stationary
extension piece 52. The stop body 54 may be formed of resilient
material such as hard rubber or the like to be resiliently deformed
by pushing down the accelerator pedal 14 beyond the furthermost
pedaling stroke of the normal acceleration operation, but may be
formed of a body of cylinder or other configuration of plastically
deformable material such as hard glass or the like as shown in FIG.
8, for instance, which is plastically deformed to allow the
accelerator arm 16 to be moved by pushing down the accelerator
pedal 14 beyond the furthermost pedaling stroke of the normal
acceleration operation. The cylindrical body may be so disposed
that the rear face of the accelerator arm 16 is engaged against the
peripheral face of the cylindrical body, but may be preferably so
disposed that the accelerator arm 16 is engaged against the
longitudinal end face of the cylindrical body.
As shown in FIG. 2, the second stop member 50 may comprise a stop
body 56 secured to the car body 20 by any suitable means. The stop
body 56 is set at a position where the engaging member 42 of the
acceleration function follow-up member 28 never engages the stop
body 56 for the pedaling stroke or distance of the normal
acceleration operation (see FIG. 4), but the engaging member 42 of
the acceleration function follow-up member 28 engages the stop body
56 as the accelerator arm 16 is moved beyond the furthermost
pedaling stroke of the normal acceleration operation while the
first stop member 48 is deformed (see FIG. 5).
There may be provided position control means 58 to control the
position of the acceleration function follow-up member 28 so as not
to farther move beyond the position of FIG. 2 in the leftward
direction thereof. The position control means 58 may comprise a
stop member 60 in the form of rod extending from the base 22 in the
rearward direction and then bent so as to engage the rear face of
the cable holder 34 of the acceleration function follow-up member
28.
An example of lock means 62 is shown in FIGS. 9 through 11. The
lock means 62 may comprise a lock arm 66 pivotally supported by a
pin 65 on a bracket 64 mounted on the side of the cable holder 34
at a supporting hole 64a thereof as shown in FIGS. 10 and 11 and
having a hook portion 66a provided at a leading end thereof and an
actuator 68 to drive the lock arm 66 between a lock position and a
lock release position.
The lock arm 66 is mounted on the inner wall face of the support
hole 64a in the bracket 64 and held by a spring 70 engaging the
inner face of the lock arm 66 at the position where the lock means
is released from the locking position (see a solid line of FIG.
10). The actuator 68 may comprise a pushing type linear solenoid 72
mounted on an extension 64A extending from the bracket 64 as shown
in FIG. 10 with a pushing rod 72b integrally provided on an
armature 72a thereof engaging a free end of the lock arm 66.
Thus, the lock arm 66 is normally at the lock release position by
the spring 70, and therefore the accelerator erroneous operation
prevention apparatus 10 can prevent the accelerator from being
erroneously operated as described in details later, but when the
linear solenoid 72 is energized, the armature 72a is magnetically
attracted in the downward direction as viewed in FIG. 10 so that
the pushing rod 72b pushes the lock arm 66 against the spring 70
with the leading hook portion 66a of the lock arm 66 hooked onto
the accelerator arm 16 as indicated by a dotted line of FIG. 10.
Thus, the accelerator interlocking member 26 and the acceleration
function follow-up member (the throttle interlocking member) 28 of
the magnetic coupling means 30 are never released from their
magnetic coupling condition so that the accelerator arm 16 is just
likely integral with the throttle cable 18.
The illustrated lock means 62 is just by way of an example and it
may be in the form in which the lock means is operated (gets the
lock state) when the solenoid is deenergized in order to reduce the
consumption of the electric power, for example and the position
where the coupling is to be locked and the construction of the lock
means may be arbitrarily selected.
The accelerator erroneous operation prevention apparatus 10 may
further comprise erroneous operation warning means 76 to warn to a
driver that the accelerator is erroneously operated. As shown in
FIG. 2, this erroneous operation warning means 76 may comprise a
switch element 80 held on a support 78 which is in turn secured by
welding or the like to the raising walls 34a and 34b of the cable
holder 34 of the acceleration function follow-up member 28 so as to
face the rear face of the upper half portion 16A of the accelerator
arm 16 and a warning circuit 82 connected through a lead wire 81 to
the switch element 80 and to be driven thereby. As the accelerator
erroneous operation prevention apparatus works, the switch element
80 moves far away from the rear face of the upper half portion 16A
of the accelerator arm 16 as shown in FIG. 5 whereby the warning
circuit 82 is operated.
The warning circuit 82 may preferably include a speech synthesis
system 82B issuing a speech of "Please release the foot from the
pedal. Please release the foot from the pedal. (repeated)" or "You
mistakenly push down the accelerator pedal, but not the brake
pedal. Please release the foot from the pedal. Please release the
foot from the pedal. (repeated) If you release the foot, the pedal
will be returned to the original position.", for example as well as
a warning device 82A such as a buzzer or the like. There may be
provided a lead wire elastic portion 81A at a portion of the lead
wire 81 to allow the lead wire 81 to be expanded and contracted
when the acceleration function follow-up member 28 together with
the switch element 80 is pivotally moved about the support shaft
24.
The normal travel security apparatus 100 of the invention comprises
lock actuation means 110 to hold the lock means in the lock state
when the automobile travels at a car speed equal to or higher than
a predetermined speed, as shown in FIG. 1.
In one mode of embodiment of the invention, the normal travel
security apparatus 100 comprises car speed detection means 120 to
detect the car speed equal to or higher than the predetermined
speed on the normal travel of the automobile for actuating the lock
actuator means 110, as shown in FIG. 12.
As shown in FIG. 12, the lock actuator means 110 may comprise a
coupling signal generation circuit 112 to generate a coupling
signal Sb to energize the solenoid 72 which is an actuator 68 of
the lock means 62 to be driven so as to mechanically couple the
accelerator interlocking member 26 and the acceleration function
follow-up member 28. The coupling signal generation circuit 112
receives the car speed signal Sv from the car speed detection
circuit 120 to generate the coupling signal Sb when the car speed
signal Sv corresponds to the car speed equal to or higher than the
predetermined car speed Va.
As shown in FIG. 12, the car speed detection means 120 may comprise
a car speed sensor to measure the car speed V (see FIG. 13) by a
combination of a magnet ring 122 rotating in synchronization with
the car shaft side of the transmission and a MRE (magnetic
resistance element) 124 or other suitable means to output the car
speed signal to the lock actuation means 110.
When the automobile is accelerated from the stop state (or the low
speed travel state) to reach the predetermined car speed Va, the
car speed sensor 126 supplies the car speed signal Sv to the
coupling signal generation circuit 112 of the lock actuation means
110 whereby the coupling signal generation circuit 112 generates
the coupling signal Sb. The coupling signal is supplied directly or
indirectly to the linear solenoid 72 of the lock means 62 to
energize the solenoid 72. What is meant by "indirectly" is to
energize the solenoid 72 through a switch circuit to be operated so
that an energization signal to energize the solenoid 72 is supplied
from an electric power source. Once this coupling signal Sb is
generated, it never disappears unless the car speed V gets less
than the predetermined value Va and therefore the lock state of the
lock means 62 continues.
The predetermined car speed Va of FIG. 13 may be set at a value at
which the automobile is accelerated from the stop state to enter
the normal travel state exceeding a going-slowly operation such as
10 to 20 km/h, for example and set at the value of 20 km/h as an
example. In the state where the automobile is driven at the car
speed exceeding this predetermined car speed Va, the driver drives
the automobile while intentionally adjusting the pedaling condition
of the accelerator while the foot is contacting the accelerator
pedal and therefore will never drive the automobile with the
accelerator pedal erroneously pushed down instead of the brake
pedal. When the driver understands the state where the automobile
should slow down like in the case where a car traveling in front of
the driver's automobile slows down by pushing down the brake pedal
or the driver's automobile comes near a curve, the driver will
change the pedaling from the accelerator pedal to the brake pedal
with the usual manipulation feeling and will return the driving
state to the original one when the driver judges that the state
where it should slow down is dissolved.
Thus, in the case where the car travels at the car speed equal to
or less than 20 km/h or is stopping, the lock actuation means 110
never locks the lock means 62 with the result that the accelerator
erroneous operation prevention apparatus is in the operable state.
Therefore, when the driver strongly pushes down the accelerator
pedal erroneously instead of the brake pedal when the driver feels
the state of emergency where the car should stop immediately in the
case where the car is stopping or travels at the relatively low car
speed such as a going-slow speed, the coupling of the accelerator
interlocking member 26 and the acceleration function follow-up
member (the throttle interlocking member) 28 is released so that
the car is never accelerated, which is described already.
Describing the state of the operation of the automobile equipped
with the normal travel security apparatus of the invention, in the
case where the automobile is stopping or travels in the nearly
stopping state, the accelerator arm 16 is connected to the throttle
cable 18 through the magnetic coupling means 30. Therefore, when
the automobile is accelerated with the normal acceleration
operation, the throttle cable 18 is drawn out from the state of
FIG. 2 toward the state of FIG. 4 whereby the throttle valve is
opened to increase the rotational speed of the engine and the
travel speed of the automobile. Even though the accelerator pedal
14 is pushed down to the maximum pedaling stroke, the accelerator
arm 16 is only engaged against the first stop member 48 of the stop
means 16 and never further moves beyond the stop position. In this
manner, even though the accelerator erroneous operation prevention
apparatus is in the operable state, the rotational speed of the
engine and the car speed can be increased with the normal
accelerator manipulation.
On the other hand, when the accelerator pedal 14 is abruptly pushed
down with the pedaling force equal to or higher than the force
applied to the brake pedal erroneously with the intention to apply
the brake pedal from the state where the automobile is stopping or
is nearly stopping, the magnetic coupling means 30 is released by
means of either of the two release methods of the coupling release
means 46 as described already.
More particularly, when the accelerator pedal 14 is erroneously
operated with the pedaling force equal to or higher than the force
applied to the brake pedal or with a shock power, the attraction
plate 32 is moved so that it is sequentially separated from the
upper portion of the permanent magnets 38 by the urging force
applied to the throttle cable 18 in the leftward direction of FIG.
2, the mass of the whole acceleration function follow-up member
(throttle interlocking member) 28, the inertia moment by the set
magnetic force of the permanent magnets 38 and the leverage of the
accelerator arm 16 and therefore the accelerator arm 16 having the
attraction plate 32 held thereon is moved while the permanent
magnets 38 are left so that the magnetic coupling state of the
accelerator interlocking member 26 and the acceleration function
follow-up member (the throttle interlocking member) 28 is
released.
Even if the magnetic coupling of the accelerator interlocking
member 26 and the acceleration function follow-up member (the
throttle interlocking member) 28 is not released, since the
accelerator arm 16 provided on the side of the accelerator
interlocking member 26 deforms the resilient stop member 54 of the
first stop member 48, the attraction plate 32 of the accelerator
interlocking member 26 moves beyond the second stop member 50 while
the engaging member 42 of the acceleration function follow-up
member (the throttle interlocking member) 28 is engaged against the
second stop member 56 so as not to move beyond the second stop
member and therefore the magnetic coupling of the accelerator
interlocking member 26 and the acceleration function follow-up
member (the throttle interlocking member) 28 is released.
In the case where the magnetic coupling means 30 is released by the
leverage of the accelerator arm 16 and the inertia moment, the
acceleration function follow-up member 28 hardly moves in the
acceleration direction and therefore the automobile is never
accelerated even though the accelerator pedal continues to be
pushed. In the case where the magnetic coupling means 30 is
released by the stop means 46, the acceleration function follow-up
member 28 is returned to the deceleration position by the urging
force normally applied to the acceleration function follow-up
member 28 in the deceleration direction and therefore the
automobile is never accelerated similarly. In this manner, the
accelerator erroneous operation can be effectively prevented.
In any case, when the magnetic coupling means 30 is released, the
switch element 80 of the erroneous operation warning means 76 is
closed by moving far away from the accelerator arm 16 and therefore
the warning circuit 82 is energized so that the buzzer is driven or
the speech of "Please release the foot from the pedal" or the like
is uttered. Thus, the driver can recognize the erroneous operation
of the accelerator. Therefore, the driver can switch from the
accelerator pedal to the brake pedal immediately to decelerate or
stop the vehicle.
As the driver recognizes the erroneous operation of the accelerator
and releases the foot from the accelerator pedal 14, the
accelerator arm 16 is moved by the coil spring 23 so as to again
couple the accelerator interlocking member 26 of the magnetic
coupling means 30 with the acceleration function follow-up member
28 thereof, as shown in FIG. 2. In this manner, since only
releasing the foot from the accelerator pedal 14 causes the
magnetic coupling means 30 to be returned to the original
condition, the accelerator can be again normally operated and the
accelerator erroneous operation prevention apparatus 10 gets the
state where it normally works in the stopping state or the low
speed travel state, which is the nearly stopping state.
On the other hand, as the car travels at the car speed exceeding
the predetermined car speed Va such as the going-slow speed, for
example, by the normal operation in which the car is gradually
accelerated from the stopping state as shown in FIG. 13, the
coupling signal generation circuit 112 of the lock actuator means
110 generates the coupling signal Sb when the car speed exceeds Va
(at the time of Tt in the illustrated embodiment) and the lock
actuation means 110 is operated so as to lock the lock means 62.
Thus, as already described, the coupling release means 46 is locked
so that the lock arm 66 is hooked to the upper half portion 16A of
the accelerator arm 16 whereby the coupling of the accelerator
interlocking member 26 and the acceleration function follow-up
member (the throttle interlocking member) 28 of the magnetic
coupling means 30 is never released.
In this manner, as the car enters the normal travel state in which
the car travels at the car speed V exceeding the predetermined car
speed Va, the car gets the same state as the one in which the
accelerator erroneous operation prevention apparatus is not
provided as if the accelerator pedal 14 and the throttle cable 18
are integrally provided. This means that the accelerator erroneous
operation prevention apparatus does not work in the case where the
car passes another or other cars during the normal travel or
uphill-travel. When the driver goes into the opposite side lane for
trying the overtaking operation and confirms that the opposite side
car runs toward the driver's car, the driver sometimes pushes down
more strongly in order to more quickly perform the overtaking
operation. This also happens in the case of passing during the
uphill-travel. In these cases, the coupling of the accelerator
interlocking member 26 and the acceleration function follow-up
member 28 of the magnetic coupling means 30 should be avoided from
being released. Since the lock actuator means 110 locks the lock
means 62, the coupling of the accelerator interlocking member 26
and the acceleration function follow-up member 28 of the magnetic
coupling means 30 is never released. Thus, the normal overtaking
operation and the uphill-travel overtaking operation can be safely
made.
The driver's pushing down the accelerator pedal erroneously instead
of the brake pedal happens in the case where the driver gets a
panic state such as the case where it is noticed that the car moves
backward erroneously in spite of intending to move forward without
noticing that the transmission of the automatic gearbox is in the
reverse position, the case reverse to the former case, the case
where although the car is stopping, the driver has an illusion that
its car moves with nature because the adjacent parking car moves or
the case where a person or another car crosses suddenly in front of
the going-slowly car. This happens when the car is stopping or
travels at the car speed equal to or less than the going-slowly
speed at which it travels at the nearly stopping speed, but not
when the automobile is in the normal travel state in which it is
accelerated by the normal operation. Thus, the car speed V suitable
for getting the lock operation state of the lock means 62 by
activating the lock actuator means 110 is the normal travel car
speed at which the driver never gets the panic state, namely the
car speed equal to or more than the predetermined speed such as the
going-slowly speed. Although, in the illustrated mode of
embodiment, the predetermined speed Va is 20 km/h, it may be
practically 10 km/h, for example or may be a higher value such as
25 km/h, for example. In brief, this is a speed at which the driver
possibly gets the panic state during the low speed travel and
therefore this speed Va is not necessarily limited to the
aforementioned speed of 10 to 20 km/h.
As shown in FIGS. 1 and 12, a manual switch 74 may be provided in
parallel to the coupling signal generation circuit 112 of the
normal travel security apparatus 100 of the invention. Thus, the
accelerator erroneous operation prevention apparatus can be
prevented from working in the stopping state or the nearly stopping
state by manually closing the manual switch 74 as well.
The normal travel security apparatus according to a further
preferred mode of embodiment of the invention is shown in FIG. 14.
In the normal travel security apparatus according to this mode of
embodiment, the lock actuator means 110 includes a timer switch 114
provided in front of the coupling signal generation circuit 112.
The timer switch 114 starts a counting operation when it receives
the car speed signal Vs corresponding to the predetermined car
speed Va from the car speed detection means 120 and supplies an
actuation signal Sd to the actuation signal generation circuit 112
when the predetermined number is counted (when the predetermined
time limit passes). The signal generation circuit 112 receives the
actuation signal Sd to generate the coupling signal Sb to be
supplied to the lock actuation means 110. The car speed detection
means 120 may be identical to the one used in the mode of
embodiment of FIG. 12.
The predetermined car speed Va may be set in the same manner as in
the preceding mode of embodiment while the predetermined time limit
Td may be set at a value for judging whether pushing down the
accelerator pedal is made by the erroneous operation or by the
normal travel and this will be described with reference to FIG.
15.
As shown in FIG. 15(A), in the case where the pedaling of the
accelerator pedal 14 is made on the normal travel when the car
departs from the stopping state, for example, the car speed V
rising as time elapses increases along a loose curve such as a
normal travel curve Ta or Tb of FIG. 15(A). If the pedaling of the
accelerator pedal 14 is made by the erroneous operation while
mistaken for the pedaling of the brake pedal, the car speed V
increases in a short time along an imaginary travel curve Tx of
FIG. 15(A). The imaginary travel curve Tx is one imaginarily
showing the state where the car speed V increases in the case where
the accelerator pedal is pushed down erroneously instead of the
brake pedal and the acceleration operation continues. The
predetermined car speed Va is set at an appropriate value falling
within the range of 10 km/h to 20 km/h, for example as already
described, while the predetermined time limit Td is set as an
appropriate time value falling within the range of 1 to 10 seconds
and preferably of 2 to 5 seconds along the imaginary travel curve
by the operation (the operation due to the accelerator erroneous
operation) other than the normal operation from the cap speed less
than the predetermined car speed Va, but close thereto for allowing
the accelerator erroneous operation prevention apparatus to work
(in this case, the imaginary travel curve is displaced in the
rightward direction relative to the imaginary travel curve Tx of
FIG. 15(A)), but these values may differ in accordance with the
conditions of the displacement volume of the car, vehicles weight,
and others.
As shown in FIG. 15(B), in the case where the automobile is
accelerated by pushing down the accelerator pedal 14 on the normal
travel from the state where the automobile travels at the car speed
less than the predetermined car speed Va, similarly, the car speed
V rising as time elapses increases along a loose curve such as a
normal travel curve Ta' or Tb' of FIG. 15(B). If the pedaling of
the accelerator pedal 14 is made by the erroneous operation while
mistaken for the pedaling of the brake pedal, the car speed V
increases in a short time along an imaginary travel curve Tx' of
FIG. 15(B). The imaginary travel curve Tx' is one imaginarily
showing the state where the car speed V increases in the case where
the accelerator pedal is pushed down erroneously instead of the
brake pedal and the acceleration operation continues in the same
manner as the imaginary travel curve Tx of FIG. 15(A). In this
case, the predetermined time limit Td' after the car speed reaches
the predetermined value Va (an appropriate value falling within the
range of 10 km/h to 20 km/h) and until the lock means 62 should be
operated is set in the same manner as the time limit Td already
described, but since the car speed is closer to the predetermined
car speed Va in comparison with the case where the automobile is
accelerated from the stopping state, it is set as a shorter time
such as 3 to 7 seconds, for example, which is slightly longer than
Td.
Thus, in any case, even though the car speed V reaches the
imaginary predetermined car speed Va by the driver's pushing down
the accelerator pedal 14 instead of the brake pedal, the case where
it reaches the predetermined car speed Va on the normal operation
can be distinguished from the erroneous operation. Accordingly, in
the former case, the automobile is never accelerated by the
operation of the accelerator erroneous operation prevention
apparatus before the lock means 62 is actuated, which can
effectively prevent the accelerator erroneous operation.
On the other hand, in the case where the travel of the automobile
starts by the normal operation method from the state where the
automobile is stopping or the accelerator pedal is intentionally
pushed down by the normal operation method from the state where the
automobile travels at the low speed, the lock actuation means 110
is operated after the end of the time limit considering the time
during which the accelerator erroneous operation is possibly
performed. After the end of the time limit, the accelerator
erroneous operation never happens and therefore it is judged from
the predetermined car speed Va that the normal acceleration is
performed.
In these cases, the coupling signal Sb is generated from the
coupling signal generation circuit 112 of the lock actuator means
110 with delay of the predetermined time limit Td after the car
speed reaches the predetermined value Va and then the lock actuator
means 110 is actuated to operate the lock means 62 so as to
mechanically connect the accelerator interlocking member 26 and the
acceleration function follow-up member 28 with each other. It is
when the automobile is further accelerated to the car speed higher
than the predetermined one Va that the lock actuator means 110 is
practically actuated and this causes no trouble for the travel by
the normal operation.
While the automobile is stopping or runs at the low speed lower
than the predetermined value, the lock means 62 is in the lock
release state as indicated by the solid line of FIG. 10 and
provided between the accelerator interlocking member 26 and the
acceleration function follow-up member (the throttle interlocking
member) 28 in the state where the accelerator erroneous operation
prevention apparatus 10 can work, but the accelerator interlocking
member 26 and the acceleration function follow-up member 28 are in
the integral state by the magnetic coupling of the permanent
magnets 38 and the attraction plate 32.
In this manner, as the normal operation is performed while the
automobile is accelerated by intentionally pushing down the
accelerator pedal 14 from the stopping state or the travel state at
the car speed lower than the predetermined value, the car speed V
increases relatively slowly along the normal travel curves Ta and
Tb or Ta' or Tb' of FIG. 15 as time T elapses and when the car
speed detection means 120 detects the predetermined car speed Va,
the car speed signal Sv corresponding to the car speed Va is
supplied to the timer switch 114. The timer switch 114 inputs the
actuation signal Sd to the coupling signal generation circuit 112
of the lock actuator means 110 after the end of the predetermined
time limit Td and the coupling signal generation circuit 112
generates the coupling signal Sb based on this signal to hold the
lock state of the lock means 62.
In this manner, when the automobile enters the normal operation
state, the lock means 62 bypasses (disables) the magnetic coupling
means 30 to mechanically connect the accelerator interlocking
member 26 and the acceleration function follow-up member 28 to each
other whereby the accelerator erroneous operation prevention
apparatus gets the inoperable state. Thus, when the overtaking
operation is tried by largely pushing down the accelerator pedal on
the highway and so on or when the overtaking operation is tried
during the uphill travel, for example, the magnetic coupling of the
magnetic coupling means 30 is never released whereby the overtaking
operation and the uphill travel can be safely performed.
This coupling signal Sb never disappears unless the car speed V
gets lower than the predetermined value Va, which is identical to
that in the preceding mode of embodiment. On the other hand, the
timer switch 114 is reset when the lock actuator means 110 actuates
the lock means 62 by the passage of the time limit Td so that the
next acceleration operation of the accelerator 14 is prepared for
after the automobile stops or is decelerated to the car speed less
than the predetermined value Va.
The timer switch 114 starts to count when the car speed V reaches
the predetermined value Va and in the case where the accelerator
interlocking member 26 and the acceleration function follow-up
member 28 are separated from each other so that the accelerator
erroneous operation prevention apparatus works due to the erroneous
pedaling of the accelerator pedal 14 while mistaken for the brake
pedal after the count starts, a reset signal Sr is applied to the
timer switch 114, which is therefore reset. If the timer switch 114
is not reset, the actuation signal Sd is generated after the
passage of the time limit because the timer switch continues to
count after the accelerator erroneous operation prevention
apparatus works and therefore the pushing rod 72b integrally
provided with the armature 72a of the lock means 62 is kept
protruded. Thus, when the driver releases the foot from the
accelerator pedal 14 or changes the pedaling of the accelerator
pedal to the pedaling of the brake pedal by the driver's noticing
the accelerator erroneous operation, the accelerator interlocking
member 26 and the acceleration function follow-up member 28 cannot
be coupled again even though they try to be coupled by the
permanent magnets 38 because the pushing rod 72b interferes with
the magnetic coupling of them. It is because the protrusion of the
pushing rod 72b is prevented whereby it never interferes with the
magnetic coupling of the members 26 and 28 that the timer switch
114 is reset by the reset signal Sr.
In this manner, while the automobile is appropriately accelerated
or decelerated within the range of the car speed equal to or more
than the predetermined value Va in the normal operation state, the
automobile travels while the car speed V varies in waveform as
shown in FIG. 16. However, if the automobile stops at a crossing
which has a traffic light or comes to travel in the nearly stopping
state, the automobile is decelerated to the car speed equal to or
less than the predetermined value Va and the car speed signal Sv
gradually decreases as indicated by a curve portion below the
predetermined value Va located in the right side of FIG. 16 until
it gets the state of stopping or nearly stopping. As the car speed
signal Sv gets less than the predetermined value Va of the car
speed, the coupling signal Sb from the coupling signal generation
circuit 112 disappears and therefore the linear solenoid 72 of the
lock means 62 is deenergized so as to disengage the lock whereby
the accelerator erroneous operation prevention apparatus gets the
operable state.
Thereafter, as the automobile starts the normal operation and is
accelerated, the coupling signal Sb is generated from the coupling
signal generation circuit 112 after the predetermined car speed Va
is reached and after the time limit Td elapses in the same manner
as in the operation of the preceding modes of embodiment and the
lock means 62 is actuated to bypass the magnetic coupling means 30
to thereby get the inoperable state of the accelerator erroneous
operation prevention apparatus 10.
In the normal travel security apparatus of FIG. 14, when the
accelerator erroneous operation prevention apparatus is operated,
the lock actuator means 110 is preferably not operated by resetting
the timer switch 114 or by alternative means. This is because when
the timer switch 114 counts the predetermined time limit Td or Td'
after the erroneous operation prevention apparatus works and then
the signal generation circuit 112 generates the coupling signal Sb,
the lock arm 66 of the lock means 62 gets the lock position as
indicated by the dotted line of FIG. 10 (the upper half portion 16A
of the accelerator arm 16 is practically not locked because the
accelerator arm 16 is displaced in a rightward direction from the
position of FIG. 10 before the lock arm 66 gets the lock position)
and therefore the upper half portion 16A of the accelerator arm 16
cannot be returned to the solid line of FIG. 10 due to the
obstruction of the lock arm 66 even though the driver releases the
foot from the accelerator pedal so as to return the accelerator arm
16 to the original position. So long as the lock means 62 is not
actuated, such an obstruction never arises.
In the aforementioned mode of embodiment, although the timer switch
114 is used in order that the coupling signal generation circuit
112 of the lock actuation means 110 generates the coupling signal
Sb on the passage of the predetermined time limit after the car
speed reaches the one Va, the coupling signal generation circuit
112 itself may include a delay circuit for accomplishing the
similar object.
The normal travel security apparatus in accordance with further
mode of embodiment of the invention is shown in FIG. 17. This
normal travel security apparatus comprises travel time detection
means 130 to detect the travel time after the automobile departs
from the stopping state or after the accelerator pedal starts to be
pedaled in the acceleration direction from the state where the
automobile travels at the car speed lower than the predetermined
one in addition to the car speed detection means 120 to detect the
car speed V of the automobile. The lock actuation means 110 serves
to hold the lock state of the lock means 62 when the car speed
detection means 120 detects the car speed of value equal to or more
than the predetermined value Va and the travel time detection means
130 detects the travel time Tt or Tt' (see FIG. 18). The car speed
detection means 120 may be identical to that used in the modes of
embodiment of FIGS. 12 and 14.
The travel time Tt which should be detected by the travel time
detection means 130 is the time until the car speed reaches the
predetermined value Va after the automobile begins to be
accelerated from the stop state of the automobile as described
later while the travel time Tt' is the time until the car speed
reaches the predetermined value Va after the automobile begins to
be accelerated from the state where the automobile travels at the
car speed less than the predetermined value Va.
The travel time detection means 130 may comprise a timer 132 to
output a travel time detection signal St detecting the travel time
Tt (see FIG. 18(A)) from the stop state of the automobile after it
departs or the travel time Tt' (see FIG. 18(B)) after the
accelerator 14 begins to be pedaled in the acceleration direction
from the predetermined low speed. This timer 132 is reset (1) when
the lock actuation means 110 actuates the lock means 62 to the lock
state, (2) when the predetermined time Tt elapses after the
acceleration from the stopping state without any detection of the
later-described predetermined car speed Va by the car speed
detection means 120 or (3) when the travel time Tt' elapses after
the accelerator pedal begins to be pedaled in the acceleration from
the predetermined low speed (the speed less than the car speed Va)
without any detection of the predetermined car speed Va by the car
speed detection means 120. Thus, the timer 132 begins to count when
the automobile stops thereafter and begins to travel again or when
it is accelerated after it is decelerated to the car speed less
than the predetermined value Va.
The coupling signal generation circuit 112 of the lock actuator
circuit 110 is so constructed as to generate the coupling signal Sb
when it receives the car speed signal Sv of value equal to or more
than the predetermined car speed Va from the car speed detection
means 120 and the travel time detection signal corresponding to the
predetermined travel time Tt or Tt' from the travel time detection
means 130.
Although the predetermined car speed Va is set in the same manner
as in the modes of embodiment of FIGS. 12 and 14, the predetermined
travel time Tt or Tt' is set at a value from which whether the
pedaling of the accelerator pedal 14 is performed by the erroneous
operation or by the normal operation is judged, but this will be
described in details with reference to FIG. 18.
FIGS. 18(A) and 18(B) show curves Ta, Tb, Tx and Ta', Tb', Th'
similar to those of FIGS. 15(A) and 15(B), respectively. The
predetermined travel times Tt and Tt' may be set at an appropriate
value falling within 3 to 30 seconds and preferably 5 to 10
seconds, but these will sometimes differ in accordance with the
displacement volume of the automobile, the vehicle weight and other
conditions.
In the apparatus according to this mode of embodiment, in the case
where the automobile starts to travel by the normal operation from
the stopping state or the accelerator pedal is pushed down by the
normal operation from the state where the automobile travels at the
low speed, the coupling signal Sb is generated from the coupling
signal generation circuit 112 at the time Tt or Tt' when the
predetermined car speed Va and a normal operation discernment
boundary L or L' for the normally raising up normal travel curve Tb
or Tb' cross each other and the lock actuation means 110 operates
the lock means 62 so that the accelerator interlocking member 26
and the acceleration function follow-up member 28 are mechanically
connected with each other.
More particularly, as the normal operation is performed while the
automobile is accelerated by pushing down the accelerator pedal
from the state where it is stopping or travels at the car speed
less than the predetermined value, the car speed V relatively
slowly rises along the normal travel curves Ta, Tb or Ta', Tb' as
time T elapses. For instance, when the time T reaches the time Ty
or Tt' at which the car speed V on the normal travel curve Tb or
Tb' reaches the value equal to or more than the predetermined value
Va, the predetermined car speed signal Sv and the predetermined
travel time detection signal St are input to the coupling signal
generation circuit 112 of the lock actuator means 110 and as a
result, the coupling signal generation circuit 112 generates the
coupling signal Sb, which operates the lock means 62.
Accordingly, the accelerator interlocking member 26 and the
acceleration function follow-up member 28 are mechanically
connected to each other so that the lock means 62 bypasses
(disables) the magnetic coupling means 30 whereby the accelerator
erroneous operation prevention apparatus gets the inoperable state.
Thus, the overtaking operation on the highway and on the uphill can
be safely performed.
The coupling signal Sb never disappears unless the car speed V is
below the predetermined value Va, which is identical to the mode of
embodiment of FIG. 14 described already. The timer 132 of the
travel time detection means 130 is reset when the predetermined
travel time Tt or Tt' elapses and the lock actuator means 110
actuates the lock means 62 whereby the apparatus is preparatory for
the next acceleration operation of the accelerator pedal after the
automobile stops or is decelerated to the car speed of less than
Va.
As already described, the timer 132 is reset when the predetermined
time Tt or Tt' elapses after the acceleration while the car speed
signal Sv from the car speed sensor 116 never reaches the
predetermined car speed Va as well as when the lock actuator means
110 actuates the lock means 62 to get the lock state. If the timer
is not reset, when the accelerator pedal 14 happens to be abruptly
pushed down erroneously while mistaken for the brake pedal from the
state where the automobile slowly goes at the car speed of less
than Va after the acceleration for a long time exceeding the
predetermined travel time Tt or Tt', the acceleration by the
erroneous operation cannot be distinguished from the acceleration
by the normal operation because the travel time already reaches the
predetermined value Tt or Tt'. Thus, the lock means 62 is possibly
locked in spite of the acceleration by the erroneous operation. As
the timer 132 is reset when the car speed does not reach the value
Va even though the time Tt or Tt' elapses, the erroneous operation
and the normal operation can be positively distinguished from each
other.
For the same reason as in the mode of embodiment of FIG. 14, when
the erroneous operation prevention apparatus 10 works, the lock
actuator means 110 desirably gets the inoperable state by resetting
the timer 132 or by any other means.
The normal travel security apparatus 100 in accordance with further
mode of embodiment of the invention is shown in FIG. 19. This
normal travel security apparatus 100 in accordance with this mode
of embodiment is similar to the normal travel security apparatus
100 in accordance with further mode of embodiment of FIG. 14, but
is adapted to actuate the lock actuator means 110 when the
automobile travels for predetermined distance after it reaches the
predetermined car speed Va, but not when the time limit elapses
after it reaches the predetermined car speed Va.
More particularly, this normal travel security apparatus 100 has
travel distance detection means 140 connected to the coupling
signal generation means 112 of the lock actuator means 110 together
with the car speed detection means 120. The travel distance
detection means 140 may comprise a travel distance meter 142 such
as a tachometer. The coupling signal generation circuit 112 of the
lock actuator means 110 is so constructed as to begin to make a
measurement of the output of the travel distance meter 142 after it
receives the signal corresponding to the car speed Va from the car
speed detection means 120 and generates the coupling signal Sb when
the output reaches the predetermined distance Da (see FIG. 21).
The predetermined car speed Va is set in the same manner as in the
preceding modes of embodiment while the predetermined distance Da
is at an appropriate value falling within the distance required to
allow the accelerator erroneous operation prevention apparatus to
work along the imaginary travel curve Tx by the operation other
than the normal operation (the accelerator erroneous operation) as
shown in FIG. 21, the distance of 10 m to 100 m, for instance and
preferably 50 m to 100 m, but they sometimes differ in accordance
with the displacement volume of the automobile, the vehicle weight
and other conditions. In FIG. 21, the travel distance D on the
horizontal axis gets larger as the car speed gets larger and
therefore the scale of the horizontal axis is not equally spaced,
but practically displayed with logarithmic scale. In this manner,
the predetermined distance Da is set at a value for being able to
prevent the erroneous operation, which happens from the car speed
closer to, but less than the predetermined value Va for the same
reason as in the case where the predetermined time limit Td of FIG.
14 or the predetermined travel time Tt of FIG. 17 is set.
Since the operation of the apparatus of FIG. 19 will be able to be
understood from those of the three modes of embodiment already
described, the detailed description will be omitted, but since the
lock actuator means 110 is so adapted to be actuated with the delay
of the predetermined travel distance Da even though the driver
pushes down the accelerator pedal erroneously while mistaken for
the brake pedal and the car speed instantly reaches the imaginary
one Va, it can be positively distinguished from the case where the
car speed reaches the predetermined value Va by the normal
operation. In the former case, since the automobile is never
accelerated by the working of the accelerator erroneous operation
prevention apparatus before the lock means 62 is actuated, the
accelerator erroneous operation can be effectively prevented.
In place of the travel distance meter 142 of the normal travel
security apparatus 100 of FIG. 19, there may be used a satellite
navigator 144 for a car which can be provided by combining an
independence navigation (a guess navigation) and a global
positioning system (GPS). The satellite navigator is always
supervising the travel state including the travel distance of the
automobile, the distance signal Sd corresponding to the travel
distance D of the car after reaching the predetermined car speed Va
can be input to the coupling signal generation circuit 112 of the
lock actuator means 110.
The accelerator erroneous operation prevention apparatus 10 and the
normal travel security apparatus 100 may be manufactured and sold
as one assembly together with the accelerator pedal 14 and
therefore can be easily attached also to the existing car. As for
the existing car, the throttle cable 18 is directly connected to
the accelerator arm 16 and the apparatus assembly of the invention
can be assembled onto the existing car by removing this throttle
cable 18 from the accelerator arm 16 and replacing the accelerator
pedal and the accelerator arm of this existing by the apparatus
assembly of the invention and connecting and attaching the throttle
cable 18 to the acceleration function follow-up member (throttle
interlocking member) 28 of the apparatus of the invention.
Although, in the aforementioned mode of embodiment, the invention
is applied to the form of the erroneous operation prevention
apparatus in which the magnetic coupling means 30 is directly
attached to the accelerator arm 16 and the magnetic coupling is
released by the leverage and the inertia moment, it may be
similarly applied to the form in which the attraction plate 32
moves in a horizontal direction as shown in FIGS. 9 through 14 of
W95/31349 and U.S. Pat. No. 5,797,467 and also to the form shown in
FIGS. 15 through 24 thereof.
In the case where the lock means 62 is not in the form in which the
solenoid 72 is energized on lock as shown in the form of FIGS. 9
and 10, but it is deenrgized on lock, the lock means 62 may be so
constructed that the solenoid is energized as the coupling signal
Sb in the form of zero signal disappears or an energization signal
is generated on unlock.
A further preferred mode of embodiment of the accelerator erroneous
operation prevention apparatus to which the invention may be
applied is shown in FIGS. 22 through 24.
This mode of embodiment is similar to that shown in FIGS. 9 through
14 of W95/31349 and U.S. Pat. No. 5,797,467 except that the
accelerator interlocking member 26 and the acceleration function
follow-up member 28 do not move in the horizontal direction within
the casing, but they pivotally move.
Describing the accelerator erroneous operation prevention apparatus
used for this mode of embodiment in details, as shown in FIGS. 22
through 24, the magnetic coupling means 30, the coupling release
means 46 and the lock means 62 are disposed within a casing 84 to
be attached to the car body. A base 86 may be provided within the
casing 84 and the accelerator interlocking member 26 and the
acceleration function follow-up member 28 of the magnetic coupling
means 30 may be pivotally supported by a common support shaft 88 on
the base 86. The casing 84 may comprise the box-like body 84A and a
cover 84B and is closed by the cover 84B after main components of
the apparatus are contained in the body 84A.
As shown in FIG. 24, in the illustrated mode, the accelerator
interlocking member 26 and the acceleration function follow-up
member 28 may be formed of substantially rectangle-like plate and
in the illustrated mode, the two rectangular permanent magnets 38
may be attached on the side of the acceleration function follow-up
member 28 and far away from the support shaft 88.
The acceleration function follow-up member 28 is connected to the
cable body 18B of the throttle cable 18, which extends through an
extension hole 84a in the casing 84 and into the casing 84 while
the accelerator interlocking member 26 is connected to the upper
half portion 16A of the accelerator arm 16 to which the accelerator
pedal 14 is attached, by a connection member 90 extending though an
extension hole 84b in the casing 84.
Thus, the accelerator interlocking member 26 may be formed of the
attraction plate 32 itself to which the permanent magnets 38 are
attracted, but not of the upper half portion 16A of the accelerator
arm 16, which differs from the mode of FIGS. 2 through 6.
Since the accelerator interlocking member 26 and the acceleration
function follow-up member 28 do not move in the horizontal
direction within the casing 48, but they angularly (pivotally) move
about the axis of the support shaft 88, the cable body 18B and the
connection member 90 extend through tapered holes 28a and 26a
enlarged in the opposite direction adjacent to the ends of the
acceleration function follow-up member 28 and the accelerator
interlocking member 26 far away from the support shaft 88 in the
same manner as shown in FIG. 7 and removal prevention members 44
are attached to the ends faced to each other. Thus, the cable body
18B and the connection member 90 can be angularly adjusted relative
to the acceleration function follow-up member 28 and the
accelerator interlocking member 26 in spite of the angular movement
thereof.
Since the cable body 18B and the connection member 90 are
vertically displaced in accordance with the angular movement of the
acceleration function follow-up member 28 and the accelerator
interlocking member 26 (relatively see FIGS. 22 and 23), the
extension holes 84a and 84b through which the cable body 18B and
the connection member 90 extend are formed longwise so that the
members can be displaced vertically within the extension holes 84a
and 84b.
In the illustrated mode, since the connection member 90 is formed
of a flexible wire 90W such as a wire, an acceleration return
spring 23 does not act on the accelerator interlocking member 26
and therefore, a separate return spring 23' is disposed between the
accelerator interlocking member 26 and the base 86 so as to apply a
return action to the accelerator interlocking member 26. If the
connection member 90 connecting the accelerator interlocking member
26 and the accelerator arm 16 is not formed of the wire, but of a
rigid connecting rod, since the accelerator interlocking member 26
is automatically retuned by a spring return force applied to the
accelerator arm 16, the separate return spring is not required.
In the mode of FIGS. 22 through 24, there are provided for both of
the acceleration function follow-up member 28 and the accelerator
interlocking member 26 position regulation means 58 and 58'
comprising position regulation members 58A and 58'A raising up from
the base 86 and horizontally extending in a direction in which they
get closer to each other. The position regulation means 58 has an
acceleration function side buffer member 58B attached to the
leading end of the position regulation member 58 and against which
the acceleration function follow-up member 28 abuts in the
non-acceleration state of the acceleration function follow-up
member 28 and the position regulation means 58' has an accelerator
side buffer member 58'B attached to the leading end of the position
regulation member 58' and against which the accelerator
interlocking member 26 abuts at the position exceeding the maximum
acceleration position of the accelerator interlocking member 26. As
shown in FIG. 22, the stop member 60 for the accelerator arm is
provided on the base 22, but it may be necessarily not provided in
the case where the connection member 90 is formed of the rigid
connecting rod.
The first stop member 48 of the coupling release means 46 is
completely identical to the form of FIGS. 2 through 6 while the
stop member 54 of the second stop member 50 is provided on a
leading end of an arm 58C extending from the upper end of the
raising up portion of the base 86 and above and in parallel to the
position regulation member 58A.
The lock means 62 comprises a linear solenoid 72 attached to the
back face of the attraction plate 32 of the accelerator
interlocking member 26 (a face opposite to a side facing the
acceleration function follow-up member 28) and a lock arm 66
attached adjacent to the middle of the acceleration function
follow-up member 28 and extending a corresponding extension hole
32a in the attraction plate 32. The lock arm 66 has an engagement
hole 66b into which the pushing rod 72b provided on the armature of
the solenoid 72 is engaged. The extension hole 32a is tapered so
that the lock arm 66 never interferes with the accelerator
interlocking member 26 when the accelerator erroneous operation
prevention function is performed and when the acceleration function
follow-up member 28 moves away from the accelerator interlocking
member 26.
Although the detailed description of the accelerator erroneous
operation prevention function of this mode of embodiment will be
omitted because it is fully identical to that of the form of FIGS.
2 through 6, since in this form the magnetic coupling means 30, the
coupling release means 46 and the lock means 62 are disposed within
the casing 84 to be attached to the car body, the accelerator
erroneous operation prevention apparatus 10 can be removably
mounted on the car body separately therefrom. This is preferable
because the accelerator arm 16 does not form a part of the magnetic
coupling means 30 in the same manner as the form of FIGS. 9 through
14 of WO95/31349 and U.S. Pat. No. 5,797,467 already proposed by
the applicant to thereby more easily assemble the accelerator
erroneous operation prevention apparatus 10, but since the
acceleration flnction follow-up member 28 and the accelerator
interlocking member 26 of the magnetic coupling means 30 are
pivotally supported within the casing 84, there is generated no
coupling sound of the two members 28 and 26, which tends to be
generated in the case where the two members 28 and 26 are coupled
and released by the linear movement of the two members 28 and 26
and also the coupling and release of the two members 28 and 26 can
be smoothly and precisely be performed.
Especially, as there are provided the acceleration function side
buffer member 58B against which the acceleration function follow-up
member 28 abuts in the non-acceleration state of the acceleration
function follow-up member 28 within the casing 84 and the
accelerator side buffer member 58'B against which the accelerator
interlocking member 26 abuts at the position exceeding the maximum
acceleration position of the accelerator interlocking member 26,
the generation of an abutting sound of the two members 28 and 26 on
the stopping of the acceleration function and on the prevention of
the erroneous operation as well as the sound on the coupling of the
two members 28 and 26 can be prevented whereby there can be
effectively prevented the generation of the sound due to the
operation of the accelerator pedal of the automobile including the
erroneous operation prevention.
Although the invention may be similarly applied to an electric car
other than the gasoline car, in the case where it is applied to the
electric car, the acceleration function follow-up member 28 is
constructed in the same manner as the case of the gasoline car
except that the erroneous operation signal is generated when the
magnetic coupling means is released from a switch element
associated with the speed adjusting device such as a speed
adjusting variable resistance, but not with the throttle cable of
the gasoline car and corresponding to the switch element 80 to
thereby disable the operation of a motor which is a primer of the
electric car.
Although, in the illustrated mode, the actuator 68 of the lock
means comprises the electro-magnetically operated solenoid 72, it
may comprise any other arbitrary actuator such as an electric motor
or an oil pressure motor, which can be electrically controlled.
Although, in the mode of FIGS. 22 through 24, the accelerator
interlocking member 26 and the acceleration function follow-up
member 28 are pivotally supported adjacent to the floor within the
casing 84, the pivotal position of the members may be arbitrarily
set so long as they can pivotally move following the movement of
the accelerator arm 16.
In accordance with the invention, since the lock means is held in
the lock state so as to mechanically couple the accelerator
interlocking member and the acceleration function follow-up member
when the car speed equal to and more than the predetermined value
is detected on the normal operation, the accelerator erroneous
operation prevention apparatus can be disabled without any
requirement of the troublesome operation of the driver's manually
switching in the normal travel state of the automobile. Thus, the
accelerator erroneous operation prevention apparatus never works
even though the accelerator pedal is abruptly pushed down with the
big force, which will be done in the case where the overtaking
operation is performed during the high-speed travel on the highway
or during the uphill travel and therefore the overtaking operation
can be safely performed.
Since the lock means is held in the lock state when the
predetermined travel time is detected after the acceleration or
with the time lag after the predetermined car speed is reached as
well as when the car speed equal to or more than the predetermined
value is detected, the car speed equal to or more than the
predetermined value in the normal operation state can be positively
distinguished from the short time acceleration due to the
accelerator erroneous operation and therefore there is no trouble
to the prevention of the accelerator erroneous operation.
Furthermore, as the acceleration function follow-up member and the
accelerator interlocking member of the magnetic coupling means are
pivotally supported within the casing, there can be effectively
prevented the generation of the coupling sound of the two members,
which tends to be generated in the case where the two members are
coupled and released by the linear movement thereof and the
coupling and the release of the two members can be positively and
precisely performed.
Especially, as there are provided within the casing the
acceleration function side buffer member against which the
acceleration function follow-up member abuts in the
non-acceleration state of the acceleration function follow-up
member and the accelerator side buffer member against which the
accelerator interlocking member abuts at the position exceeding the
maximum acceleration position of the accelerator interlocking
member, the generation of the abutting sound of the two members on
the stopping of the acceleration function and on the prevention of
the erroneous operation as well as the sound on the coupling of the
two members can be prevented whereby there can be effectively
prevented the generation of the sound due to the operation of the
accelerator pedal of the automobile including the erroneous
operation prevention.
UTILIZABILITY FOR INDUSTRIES
This invention effectively achieves the function of the
acceleration for the overtaking operation and the uphill travel in
the normal travel state of the automobile equipped with the
apparatus for preventing the erroneous operation in which the
accelerator pedal is pushed down while mistaken for the brake pedal
and is suitable for the automobile for positively and properly
using both of the accelerator erroneous operation prevention
function and the normal operation function.
* * * * *